Railway car truck



L. B. JONES RAILWAY lCAR TRUCK Filed Dec.

INI/ENTOR; Ziogd. @11659 .4 TTORNEYS.

Oct. 10, i944. 1 B. JONES RAILWAY 'CAR TRUCK 4 Sheets-Sheet 2 Filed Deo. l, 1942 i :IPH F Y %%N W@ ZqydLJQ/Ies,

ATTORNEYS.

Oct., E09 1944.

L.. B. JONES RAILWAY CAR TRUCK Filed Dec.

1, 1942 l 4 sheets-shear, 3

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INVENTOR.- Y Zloyl James, BY #Q ATTOZEEYS.

zwijg f @51 L. Q JQNES RAILWAY CAR TRUCK 4 sheets-sheet 4 Filed DC. l, 1942 IN1/ENTOR-` Jolies,

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Patented Oct. 10, 1944 RAILWAY CAR TRUCK Lloyd B. Jones, Hollidaysburg, Pa., assignor to The Pennsylvania Railroad Company, Philadelphia, Pa., a corporation of Pennsylvania Application December 1, 1942, Serial No. 467,504

22 Claims.

This invention relates to trucks for vehicles conned to travel on rails, particularly railroad freight and/or passenger cars.

In connection with trucks of the type referred to, I aim to secure the advantages of greater structural simplicity and lightness as compared to prior art trucks without sacrice in strength or safety; to enable quicker assembling of the component parts which enter into the construction of the trucks; to facilitate mounting of the car bodies upon the trucks with assurance against liability to derangement of the trucks in extensive service; to attain greater flexibility with improved wheel alignment when rounding curves; and in general, to improve the riding o qualities in such trucks.

The foregoing I realize in practice as hereinafter more fully disclosed, in a car truck consisting of two interconnected wheeled sub components which are capable of independent swivelling movement relative to the car body in rounding track curves and by which the car body is supported without the need of a bolster or bolsters; and having spring suspensions which are so incorporated and arranged as to effectively preclude transmission of travel or braking shocks to the car body. Y

Other objects and attendant advantages will appear from the following detailed description of the attached drawings, wherein:

Fig. l shows the top plan view of a car truck conveniently embodying the present improvements, a portion of one of the two component frames of the truck being broken away and shown in section to expose important structural dctails.

Fig. 2 is a side elevation of the truck with a portion of one of its component frames in longitudinal section.

Fig. 3 is a central longitudinal section of the truck taken as indicated by the angled arrows III-III in Fig. 1.

Fig. 4 shows thef truck in end elevation as viewed from the left of Figs. 1 and 2.

Fig. 5 is a detail cross section taken as indicated by the angled arrows V-V in Fig. 2; and

Fig. 6 is a view like Fig. 1 showing the positions assumed by the truck frames and wheels in resisting lateral displacement of the car body.

As herein illustrated, my improved car truck consists of two sub pony-truck components I and Ia which are identical in construction and opposingly arranged longitudinally of the car body comprehensively designated by the letter B in Figs. 2 4. Since the components I and I a are substantial duplicates of each other, a detailed description of component I will hold for the component la whereof, in order to preclude the necessity for repetitive description, all corresponding parts have been identied by the reference numerals used for those of component I with the addition, however, in each instance of the letter a for convenience of ready distinction. In its construction component I includes a horizontal frame 2 which is integrallyiormed and of open rectangular configuration with hollow side portions 3 and transverse connecting end portions or cross beams 5 and 6 of I cross section. Also as shown, the frame I has an open longitudinal radius bar extension I beyond its cross beam Ii, the side members 8 of said extension being of downwardly open channel section and converging inwardly from opposite sides ofthe truck toward the longitudinal center of the truck and meeting a pivot eye ID. Further included in the component I in the present instance is a single axle II with flanged wheels I2 respectively disposed immediately inward of the side portions 3 of the frame 2. The ends of the axle II are journaled in bearings I3 medially of the lengths of horizontal levers I5 which are p-ivoted at their inner ends, with capacity of up and down movement, respectively on fulcrum pins I5 extending transversely of clevised pendent bracket projections Il on the side members 'I of the radius bar 8 adjacent the cross beam 6 of the frame 2. At their outer ends, the levers I5 are connected by a tie rod I8 which is slidingly engaged in a vertically-slotted pendent clevised projection I9 at thle center of the cross beam 5 of the frame 2, endwise movement of said rod being prevented by collar enlargements 20 thereon with the opposite sides of said lug, see Fig. 4. Lodged in the hollows of the side portions 3 of the frame 2 are leaf springs 2| whereof the center bands 22 rest in recesses 23 at the tops of the journal boxes I3 after the manner instanced at the left end of Fig. 2. The inner ends of the leaf springs 2| engage beneath rounded lug projections 25 on the top webs 26 within the hollows of the side portions 3' of the frame 2. The outer ends of the springs 2| are lapertured for upward penetration by shackle bars 21 and engage beneath stop collars 23 on the upper protruding ends of said bars. As shown in Figs. 2 and 5, the shackle bars 21 pass down through apertures in the lower webs 29 of the side portions 3 of the frame 2 and are provided at their lower protruding ends beneath said web with stop collars 30. 'The collars 28 i and 30 are loose on the shackle bars v2'I and abut gibs 3l and 32 which pass through transverse apertures in the ends of said bars, the several parts just 4described being held assembled solely by the upward pressure of the springs V2| against the collars 28. From Fig. 2 it will be particularly noted that the side portions 3 of Vthe frame 2 are open at their"V outer ends as at 33 and mo-reover provided in their top webs 26 with hand holes 34 to facilitate insertion and Y placement of the springs 2l initially, vand removal ofy said springs subsequently in the event l that repairs arenecessary.Vv VAs instanced atthek left of Fig. 2, the lower webs 29 of the side portions 3 of the frame 2 have openings 24 for 1 downward protrusion of the spring bands 22 into t engagement with the bearings I3.

In addition to the leaf springs 2|, the suspension for the component I, comprises double helical springs 35l whereof there is a pair associated with.l each lever I5; the springs ofV each such` pair being fdisposed at opposite sides of the wheel axle and I compressed between the corresponding lever I5 andthe .lower web 29 of the contiguous side portion 3 of the frame 2,k the lower ends of said 'springs engaging in pocket ledges 36 on saidy levers. The downward movement allowed the Y bearing'levers I 5 is limited by a stop means con Vsisting of a pairr of spaced brackets 31 which 1 extend downwardlyY `from the car body to opposite sides'` ofV the cross Vbeam 5.of the frame 2 and Y Vwhich are apertured at their bottoms forpaswhich is medially fulcrumed on another stud 52 on the center sill S midway between the .fulcrum studs 50 and 50a, the ends of said center bar being rounded as `at 53 to loosely engage in slots 54 medially of the cross beams 6 and 6a of the frames 2 and 2a. For the purposes of greater rigidity, the lower fulcrum studs 5i) and 56a are engaged in and braced by bridging members 55 and 55a which extend transversely of the center sill S Whereto they are rigidly secured at their v ends by rivets or bolts.

' since it* may be of any suitable design which will Y The braking system for the truck is not shown allow swivelling of the two components I and Ia. In the opera-tion of the truck on straight-away track, the various parts will maintain the posi- Y tions in which they are illustrated in Figs. 1'4

sage ofY a transversepin 38 at a level below the VVnornnal'level of the tiejrodso aswto prevent said rod'from' 'dropping out of the clevised `guide lug I Q in v a manner which Ywill Vbe' readily understood Y from Figs. 3 and 4.

. Directly above the axle `journals, the side por)- -tions3 of the frame are provided with pads 4D which' extend outward laterallyv somewhat beyond said side portions as shownV in Figs. l and 4.

Bolted .to these pads 40 are cam blocks 4I which center I0 of the radius bar 1 of the frame 2 and which have obtuse anglel notches 42 (Fig. 6) rafdial to'y said center. Directly over the wheel axle II' Vthebody B of thev car has a cross bearer C of composite construction (Fig. 4)A to the outer Al elements of which are boltedcam blocks 43. As 'f shown, these cam blocks 43 arergenerally like the cam blocks 4I on the frame 2 but are reversely arranged, that is to say, have laterally-spaced obtuse angular cam ,notches 45 which are inverted with respect to thecam notches ofjsaid blocks j' 4I. )interposed between the camr blocks 4I and l43 are rollers. 46 with smooth central portions 4! which .ride the 'angular notches 42 and 45 of theV caml blocks 4I and 43 Vand with toothed end portions 48 which. respectively mesh with teeth on thevlaterally-spaced notchedcam portions 45 of the blocks 4,3. Normally, the rollers occupy the "centers Vof the notched cam portions'of the two blocks 4I, 43, as shown in Figs. l, 2 and 4of`the drawings; ,Y Y l y As previously stated, the two sub components I and Ia` of the truck are opposingly arranged, and itA will be seen from Figs. 1 and 2 that their radius barrextensions 1 and `I'a'overlap each other and have their eyes I0 and Illa Vengaged respectively with 'fulcrumY studs 50 and 55a which pro Y f ject-downwardly in spaced relation from the lon l gitudinal median or center sill S' of the car body.

Extending between the two truck components I `r s f and la is a center bar 5I` inthe form of a lever with the rollers 46 centrally of the cam notches in the: blocks 4I and 43 respectively attached to the pads 4I] of the frames 2 and 2a and to the corresponding cross bearers C of the car body B, and with the springs 2I, 2Ia `and 35, 35a cooperating to absorb the shocksoccasioned by travel over irregularities in the track rails as the wheel journal supporting leversv I5 and I5a rock up and down.

In' Fig. 6 I have illustrated how sidewise displacementof the car body can take place with respect to the truck, and how the center bar 5I d operates to control such displacement. Actually in practice, the pockets 54, 54a in the framesZ,

2a are so proportionedvastov allow approximately one inch lateral play -to each'sideV of each end 'of the center bar 5I, such playV corresponding roughly with that allowed inthe usual types of rigid-frame car trucks in which swing hangers are'employed.V During rounding of track curves, the truck asa whole swivels on the4 center pin 5 2 y in generally the sameway as a conventional four wheel rigid-frame carl truck. YThat is to say,.one pair of wheels is displaced to one side ofY the car y center line, and the other pair to the other side aref arranged in tangential relation to thepivot wheel flanges.

of said centerV linev depending upon thefdirection of curvature, the center bar 5I serving to main- 'Y tain the two Vwheel. axles I I, IIa substantially parallel and at the same time to resist the lateral displacement'of the car body due to centrifugal action. Y Y'Through my improved construction, however, each wheel flange is permitted to align itself closely to theY railwithin the limits of play accorded the ends of the'c'ent'e'r bar 5I in the pockets 54, 54a of the frames 2, 2a. curves, the control bar 5I will compel the 'truck to function more like a'rigid vframe truck; but on moderate curves such as are ordinarily encountered onrmain track, my improved truck will be more flexible with minimization of wear on the Furthermore, in conventional four-wheel rigid-frame trucks, the swing hangers Yset up a lateral restoring force Virrthe event of lateral body displacement; but after curving, the trucks must realign themselves tothe disadvantage of causing excessive wheel flange wear. In the truck of my invention, on the otherhand, lateral displacement of the rollers 46, `460i inthe cam blocks 4I, 43 and 4I'a, 43a, respectively, sets up a restoring force whether due to curvature or to lateral displacement of the car body, and thus prevents undue wheel flange wear.

From the foregoing it will be seen thatmy improved truckis of simple construction and composed of few parts. Due tothe elimination of a bolster with the usual double spring system and accompanying secondary harmonics. the truck` is Y not only much lighter inv weight, but has better On sharp riding qualities than car trucks of prior art designs. As a consequence of the novel construction of the truck, the braking force is transmitted directly to the radius fulcrum pins of the two sub components and thence to the car body without affecting the load distribution among the truck springs. Each wheeled sub component will swivel about its own radius center, and although the two components are connected and controlled by the center bar, they will readily adapt themselves independently to track curves. The truck is thus characterized by great flexibility with improved wheel alignment when rounding curves. The leaning tendency of the car body under centrifugal actionat curves is transmitted directly through the radialrollers and the cam blocks to the truck frames with attendant tilting of the car body, there being no independent movement of the truck frames and the car body in the absence of a truck bolster. Reduction of unsprung weight results from the aforedescribed placement and arrangement of the spring system, and pedestal yfriction is eliminated through pivoting of the journal bearings.

Having thus described my invention, I claim:

1. In a car truck, a pair of axles respectively with anged track-engaging wheels; independently movable overlappingly-arranged frames with journal bearings for the respective wheel axles, said frames reaching inwardly of the truck in opposed relation to points respectively beyond the truck center and being there pivotally connected to the car body; and means for controlling the movement of the frames relative to the car body.

2. A railwaycar truck according to claim 1, wherein the frames provide supports for the car body directly over the journal bearings; wherein the journal bearings for the wheel axles are carried by levers which are fulcrumed for independent up and down movement on the respective frames; wherein leai` springs are interposed respectively between the individual journal bearings and the frames, with their centers resting on the tops of the corresponding journal and their ends supporting the frames at opposite sides of the truck; and wherein helical springs aref-in -compression between the respective levers and the frames at opposite sides of the wheel axles.

3. In a car truck, a pair of counterpart frames respectively with journal bearings for wheel axles and respectively having radius arm extensions of equal length which are opposingly arranged in overlapping relation and pivoted for independent swivelling movement of the frames, in the longitudinal median of the car body; and a connecting center bar attached to the car body with its ends loosely engaging slots in the two frames to control the swivelling of the latter.

4. A car truck according to claim 3, wherein the center bar is secured in the longitudinal median of the car body at, a point intermediate the pivots of the two frames.

5. A car truck according to claim 3, wherein the car body is supported by the two frames at points directly over the journal bearings of the respective wheel axles.

6. A car truck according to claim 3, where-in the frames are provided above the axle journal bearings with supports whereon the car body rests with interposition of rollers radial to the swivel axes respectively of the two frames.

7. A car truck according to claim 3, wherein the axle journal bearings are connected to the frames with capacity for independent up and down movement; and wherein resilient cushioning means are interposed between the frames and the respective journal bearings.

8. A car truck according to claim 3, wherein the axle journal bearings are carried by levers individually fulcrumed inward'of the wheel axles for up and down movement to the respective frames; and wherein resilient cushioning means are interposed between said levers and said frames.

' 9. A car truck according to claim 3, wherein the axle journal bearings are carried by levers individually fulcrumed inward of the wheel axles for independent up and down movement to the respective frames; wherein the frames are supported by leaf springs of which the centers rest on the tops of the journal bearings; and wherein auxiliary helical springs are in compression between the frames and the individual levers at opposite sides of the wheel axles. Y

10. A car truck according to claim 3, wherein the side portions of the frames are hollow; wherein the journal bearings are carried by individual levers fulcrumed inward of the wheel axles for independent up and down movement to the respective frames; wherein leaf springs disposed in the side hollows of the frames constitute cushioning supports for the frames, with straps at their centers extending down through openings in the bottom webs of the side portions of the frames and resting on the tops of the journal bearings; and wherein helical springs are in compression between the bottom webs of the side portions of said frames and the individual levers at opposite sides of the journal bearings of the respective wheels.

11. A car truck according to claim 1, wherein the pivots for the frames are located in the longitudinal median of the car body.

12. A car truck according to claim 1, wherein the respective frames provide supports for the car body immediately above corresponding wheel axle journal bearings.

13. A car truck according to claim 1, wherein the respective frames provide supports for the car body immediately above corresponding axle journal bearings; wherein the journal bearings are movable up and down relative to the respective frames; and wherein resilient cushioning means are interposed between said frames and the individual journal bearings.

14. A car truck according to claim 1, wherein the respective frames provide supports for the car body immediately above corresponding wheel axle journal bearings; wherein the journal bearings are'pivotally connected for up and down movement relative to the respective frames; and wherein resilient Icushioning means are interposed between the individualV journal bearings and the respective frames.

15. A car truck according to claim 1, wherein the car body is supported by the respective frames with interposition of rollers radial to the respective swivel centers directly above the wheel axle journal bearings.

16. A car truck according to claim 1, wherein the car body is supported by the respective frames with interposition directly above the wheel axle journal bearings of opposing V-cam devices with cooperating rollers radial to the respective swivel centers.

17. A car truck according to claim 1, wherein the respective frames provide supports for the car body immediately above corresponding wheel `'axle journal bearings; wherein the journal bearingsv are carried by levers fulcrurned for independent Vup and down movement to rthe respective frames; wherein cushioning means are interposed between the journal Vbearings and the I respective frames; and wherein additional cushioning means are interposed between the individual leversl and said frames. f

18. A car truck according to claim 1, wherein the respective frames provide supports for the axle journal bearings; wherein the journal bearings are carried by levers fulcrumed for independent up and down movement to the respective frames; wherein the journal bearings supporting levers associated with the respective frames are 1 coupled by crosswise tie bars; wherein cushion- "ing means are interposed between the journal bearings and the respective'frames; and wherein additional cushioning means are interposed between the individual levers and the frames.

19. A car truck according to claim 1, wherein the respective frames provideV supports for the axle journal bearings; wherein the journal bearfings are carried by leversfulcrumed for independent up and down movement to the respective Vframes; wherein the journal bearing supporting levers associated with the respective vframes are coupled by crosswise tie barsywherein cushioning means are interposed between the journal bearings and the respective frames; wherein additional cushioning means are inter- ',posed between the individual levers and the frames; and wherein stop means on the car body cooperate with the Vtie bars `to limit downward movement of the levers. y

20.V A car truck according to claim 1', wherei the car body is supported on the frames; wherein the wheel axle journal bearings are connected to the frames with capacity for independent up and down movement; and wherein leaf'springs r are interposed between the individual journal j i car body immediately above correspondingwheel car body immediately above corresponding wheel bearings and theframes, with the yframes supported at the sides rof the truck by the ends of the leaf springs and with the centers ofrsaid springs resting on the tops of the respective journal bearings. r

21. A car truck according to claim l; wherein the car bodyY is Vsupported on the frames; wherein the wheel axle journal bearings are connectedto the frames with capacity for independent up and down movement; and wherein leafY springs are interposed between the individual journal` bearings and the frames, with the frames supported at the sides of the truck by the ends of the leaf springs and with the centers of said springs resting on the tops of the respective journal bearings; and wherein Ajuxtaposed helical Springs at opposite sides of the wheel axles are in compression between said journal bearings and thercorresponding side portions of the frames. Y e

22'. In a car truck,'a pair of complemental framesvfree of connection with each other respectively having journal bearings for axles with flanged track-engaging wheels, and rigid'radius arm extensions opposing-lyl arranged in overlappingrelation, the ends of said' arms being pivoted to theV car'body at spaced points. in the length of the latter, for capacity of the'frames Y to swivel independently of each other in rounding curves and as their respective wheels pass from tangent to curved track or vice versa; and

means for controlling the swivelling movementV of the frames relative to the car body.

LLOYD B. JONES. u 

